DE102017009306A1 - Method for arranging vehicles in a platoon and control arrangement for carrying out the method - Google Patents

Abstract

The invention relates to a method for arranging vehicles (Fi), in particular commercial vehicles (Fi), in a platoon (100) by determining desired longitudinal offsets (D_Soll_x) and / or desired transverse offsets (D_Soll_y) between the individual vehicles (Fi), , in addition to
- At least one wind effect size is determined, wherein the wind effect size characterizes how prevails in a vehicle environment (U) prevailing wind (W1, W2, W3) on at least one of the vehicles (Fi) of the platoon (100), and
- The desired transverse offset (D_Soll_y) and / or the desired longitudinal offset (D_Soll_x) for the respective vehicle (Fi) of the platoon (100) depending on the wind-Wirkgröße be set such that at least one of the vehicles (Fi ) of the Platoons (100) decreased air resistance (LUi) under the prevailing wind (W1, W2, W3).

Description

The invention relates to a method for arranging vehicles, in particular commercial vehicles, in a platoon, as well as a control arrangement for carrying out the method.

In vehicles, especially commercial vehicles, a distance control system, also referred to as Adaptive Cruise Control (ACC), is used, with which a driver-specified desired longitudinal offset, i. a distance to the vehicle in front in the direction of travel of the own vehicle, between the own vehicle and a directly preceding vehicle can be adjusted. For this purpose, a brake unit or a drive unit of the own vehicle is controlled by a distance control control device of the distance control system in order to regulate the predetermined desired longitudinal offset.

For driving in a platoon, in which several vehicles move in a coordinated manner in a convoy, a platooning control device is conventionally provided in the own vehicle, which satisfies the own vehicle on the basis of detected vehicle dynamics information or data concerning the own vehicle as well as the current vehicle environment controls to ensure safe and fuel-efficient operation of their own vehicle and possibly other vehicles during a trip in the column. For this purpose, control data is determined by the platooning control device or a further vehicle controller as a function of the present dynamic data and output this to the brake unit and / or the drive unit in order to operate the own vehicle as calculated and thus set a desired driving behavior within the platoon. The distances between the vehicles in a platoon can hereby be set lower than in a conventional distance control system, as an extended coordination between the vehicles takes place.

In US 2016/0054735 A1 a platooning control device is shown with which the own vehicle can be controlled in a safe and reliable manner within a platoon, wherein the driving behavior of other vehicles in the vehicle environment of the own vehicle is monitored with sensors. In addition, a wireless data communication between the vehicles of the platoon is provided, via which the driving behavior of the vehicles can be coordinated. In this case, vehicle dynamics information is exchanged and based on a platooning control device in the respective vehicle, a target acceleration or a target speed determined and output to the brake unit or the drive unit to a certain desired longitudinal offset between the own vehicle and the to control the respective preceding vehicle.

Furthermore, an air handling system is shown, which is expanded in the case of the platooning and its shape can be adjusted depending on speed and weather. Settings of the air handling system can also be adjusted depending on a position of the vehicle in the platoon.

DE 10 2010 013 647 B4 describes a platoon from a master vehicle, which coordinates the platoon, and other vehicles, wherein the host vehicle in particular position assignments and speed specifications and thus predetermined longitudinal offsets to the other vehicles that implement these requirements via the brake unit and / or the drive unit. The requirements are transmitted via a wireless data communication in the individual vehicles, which then coordinated by a Platooning controller correspondingly implement by engaging the brake unit and / or the drive unit.

A disadvantage of the described platooning systems is that only the desired longitudinal offset, i. the distance in the direction of travel, is set between the respective vehicles and this provides, if at all, only a lower optimization of the fuel consumption when acting on the vehicles crosswind.

The object of the invention is therefore to provide a method and a control arrangement for arranging vehicles in a platoon, with which in different wind conditions a safe and fuel-efficient operation of the vehicles can be ensured within the platoon.

This object is achieved by a method according to claim 1 and a control arrangement according to claim 17 and a vehicle according to claim 20. The dependent claims indicate preferred developments.

According to the invention, there is therefore provided a desired longitudinal offset, ie a distance between vehicles of a platoon in the direction of travel of the respective vehicles, and / or a desired transverse offset, ie a distance between the vehicles of the platoon perpendicular to the direction of travel of the respective vehicles, depending on ambient conditions , in particular as a function of wind effect quantities, to be determined so that the air resistance acting on at least one of the vehicles is reduced. The air resistance here indicates the resistance that the air in a vehicle environment around the respective vehicle located contrary to the respective vehicle. The air resistance of a vehicle is dependent, in particular, on the dynamics of the air surrounding the respective vehicle, ie in particular a wind speed and / or a wind direction with which the air moves relative to the vehicle. This dynamics of the air surrounding the respective vehicle is characterized according to the invention by the wind effect size.

Here, a platoon is understood to be a formation of at least two vehicles which travel in a row behind one another and whose driving dynamics, for example their vehicle speeds and / or actual longitudinal displacements and / or actual transverse offsets, and / or their positions are coordinated with one another. The vote can be made for example via a mutual observation and / or data exchange between the vehicles, so that an actual longitudinal offset between the individual vehicles can be adjusted, which may be less than a usual safety distance under certain circumstances.

This already results in the advantage that in the presence of a true wind (meteorological wind), which has a directional component perpendicular to the direction of travel, driving in the lee of Platooning can be further optimized if, on the one hand, the desired longitudinal displacement of the detected wind -Wirkgröße is adjusted but also a desired lateral offset depending on the wind-effective size is determined. In order to make optimal use of the slipstream for generating the lowest possible air resistance on at least one of the vehicles of the platoon under these conditions, an appropriately adjusted desired lateral offset is thus advantageously predefined between two vehicles. The influence of the actual longitudinal offset is lower but also present in crosswinds, since the adaptation of the actual longitudinal offset can have a positive effect on one's own or the other vehicles, depending on the wind conditions.

With the method according to the invention vehicles of the platoon are safe and fuel-efficient only arranged or coordinated, which is to be understood in the context of the invention that a determination of desired positions or desired offsets (longitudinal and / or transverse) of vehicles takes place within a platoon to align the vehicles to each other and / or relative to a lane. This results in a certain actual arrangement or alignment of the vehicles to each other, if these desired offsets are also set below. Arranging thus does not necessarily include the real or physical positioning of the vehicles relative to each other, i. the activation of actuators in the vehicle to implement the desired offsets. This can preferably take place in a subsequent step.

To determine the optimum desired lateral offset and / or the desired longitudinal offset between the vehicles or the actual effect of the true wind on the respective vehicle, it is advantageous to estimate an apparent wind resulting from vectorial addition of a headwind at a certain vehicle speed of the vehicle respective vehicle and the currently present true wind results. Advantageously, therefore, the wind action variable characterizes the apparent wind, since it actually acts on the respective vehicle in a driving situation and can be at least partially shadowed in the course of the platooning by an arrangement of the vehicles in order to drive in a fuel-efficient manner. Alternatively, only the true wind can be determined (for example via wind sensors next to the road), which ensures (in crosswinds) that the apparent wind receives a component that deviates from the direction of travel or even amplifies or weakens the airstream. This can then be used, for example, with knowledge of the vehicle speed (airstream) to specify the respective desired offset.

In this case, it is advantageous for the wind effective variable, which characterizes the wind with regard to its wind speed and wind direction, to be determined individually for each vehicle in order to determine individually the optimum positioning for each vehicle on the basis of the wind actually acting on this vehicle. This is particularly advantageous because the wind conditions on the individual vehicles in the platoon e.g. can change due to driving in the slipstream or have different effects, for example, due to different vehicle bodies of the respective preceding vehicle.

In one embodiment, the method preferably uses only sensor data that is detected by a steering angle sensor of a steering unit and / or by means of a yaw rate sensor for determining the wind forces. Thus, a cost-effective design of the necessary components for the process can be ensured since such sensors are usually present in the vehicle and thus no additional components are needed. Furthermore, the probability of failure of sensors of the vehicle is kept low if the number of sensors is minimized. In this case, it is possible for the wind forces to be determined in this way by only one vehicle of the platoon, for example the first vehicle. However, an individual determination can also be provided.

In this case, based on the actual steering angle and an expected yaw rate and the actual actual yaw rate, a yaw rate difference can be formed which serves to determine the wind effective variable, since the wind acting on the vehicle causes some countersteering by the driver For example, depending on the wind speed and / or the wind direction and that does not affect fully on the actual yaw rate due to the acting wind.

An alternative or supplementary variant of the method provides an air flow sensor, which can also provide data on the prevailing wind forces. Furthermore, the air flow sensor can also provide redundant data for the data of the steering angle sensor and the yaw rate sensor, wherein the redundant data both sensor failures compensated and also measurement uncertainties can be plausibility.

In a preferred embodiment, the desired transverse offset is also determined on the basis of sensor signals determined by means of a sensor system, such as cameras, radar sensors or ultrasound sensors, so that advantageously the maximum allowable nominal lateral offset between two vehicles based on a currently available track width, the Dependence of the sensor signals is determined results. Thus, therefore, the usable lane width of a lane can always be optimally utilized and be prevented even at low track widths leaving the lane by a vehicle of the platoon.

In addition, a desired longitudinal offset between the vehicles can influence the desired lateral offset between the vehicles to be determined or vice versa, as it may be necessary to align the vehicle differently in crosswinds, without falling below a minimum distance (longitudinal offset). However, since relevant deviations between the desired longitudinal offset and an actual actual longitudinal offset can also occur, a determination of the desired transverse offset based on the actual longitudinal offset can also be advantageous for a reduction of the air resistance. When adjusting a desired longitudinal offset, for example, as a result of acceleration of the vehicle ahead, therefore, for example, the desired lateral offset in a subsequent approximation of the two vehicles-each other to the then decreasing actual longitudinal offset can be adjusted continuously. Conversely, an adaptation of the desired longitudinal offset in dependence on a changing desired transverse offset can be carried out, for example, when the lane narrows.

Optimizing air resistance in a platoon may have the goal of minimizing overall air drag of the entire platoon. This results in the total drag of the platoon by adding the air resistance of the individual vehicles of the platoon. But even minimizing the air resistance of each individual vehicle in its position in the platoon may be the goal of the process if minimizing the total drag of the platoon is not expedient, for example. This is the case, for example, if the minimization of the air resistance of the entire platoon by possibly strongly varying environmental conditions requires high computer capacities, or the optimized air resistance is required for individual vehicles.

In a preferred embodiment, the method uses the number of vehicles in the platoon to optimally divide the dependent on the track width desired lateral offset of the vehicles to each other on several vehicles. Thus, for example, the track width can be divided into equally large desired transverse offsets to the respectively directly preceding vehicles for at least part of the vehicles of the platoon. This division can be done, for example, centrally controlled, for example, in one of the vehicles of the platoon.

The position of each vehicle of the platoon is preferably also determined on the basis of the aerodynamic properties of the respective vehicle. Here are not only the vehicle height, the vehicle length and the vehicle width, but also the vehicle geometry within the outer dimensions, such as front or rear air handling systems, in particular spoiler, the geometry of the vehicle body, but also the nature of the vehicle body relevant because, for example, at the same Vehicle geometry a structure consisting of tarpaulin and mirror, aerodynamically different from a box body. A minimization of the total air resistance or of the individual air resistances can thus be achieved in addition to the determination according to the invention of the desired transverse offset and / or the desired longitudinal offset complementarily by the order in which the vehicles are arranged one behind the other.

According to a preferred development, in addition to the position, the desired longitudinal offset and / or the desired transverse offset between two vehicles can be set as a function of the aerodynamic properties, since these affect the shading of side wind, in particular for the following vehicle and thus on the air resistance can. Advantageously, another influencing variable influencing the wind can therefore be taken into account in order to enable fuel-efficient operation as simply and efficiently as possible.

The ascertained arrangements, that is to say the desired positions or desired offsets of the vehicles relative to one another, are preferably adjusted automatically by the desired longitudinal offset being determined by an automated driving of a drive and / or a brake unit and the desired transverse offset by an automated activation of a Steering unit is adjusted. In this way, a particularly accurate approximation of the actual longitudinal offset or the actual transverse offset to the desired longitudinal offset or the desired transverse offset and a particularly fuel-saving operation can be achieved, in particular without the driver having to be on the spot or attentive.

In this case, the desired longitudinal offset and the desired transverse offset are preferably determined by the respectively following vehicle. This allows efficient control with little data exchange via a communication system between the vehicles. For example, the first vehicle of the platoon may be assigned, by default, a position at the extreme edge of the lane - in the direction from which the wind is coming - and the following vehicles may respond to changes in environmental conditions, particularly wind conditions, by determining an adjusted desired longitudinal offset and desired lateral offset adjust the actual longitudinal offset and the actual lateral offset according to the changed environmental conditions without using the communication system. Thus, an optimal arrangement of the vehicles to each other can be achieved without additional communication between the vehicles.

An alternative variant of the method provides that the desired longitudinal offset and the desired transverse offset are determined by any vehicle of the platoon and the desired longitudinal offset and the desired lateral offset is transmitted by means of a communication system to the respective vehicles. This makes it possible that only one vehicle in the platoon has to take over the determination according to the invention of the desired transverse offset and / or the desired longitudinal offset centrally, and the other vehicles of the platoon receive the desired longitudinal displacements and desired transverse offsets determined thereby and only adjust the actual longitudinal offset and the actual lateral offset accordingly. It can be transmitted to the central vehicle via the communication system and the individually determined in the respective vehicle wind effect variable.

The control arrangement according to the invention for vehicles, in particular commercial vehicles, for carrying out the method according to the invention has a sensor system, in particular a steering angle sensor, a yaw rate sensor and / or an airflow sensor, for detecting wind forces in order to be able to characterize the prevailing wind in the vehicle environment. Depending on the design, the sensor system can be arranged on only one of the vehicles that coordinates the entire platoon and can be estimated by means of algorithms which take into account the aerodynamic properties of the vehicles, the wind acting on the other vehicles. Alternatively, each vehicle may include such sensors to accurately detect the prevailing wind at each individual vehicle.

The control arrangement furthermore has a platooning control device, which uses the wind conditions or wind action variables determined by the sensor system, optionally determines the resulting apparent wind for each vehicle of the platoon and determines therefrom a desired longitudinal offset and / or desired transverse offset controlled by a vehicle controller. The vehicle controller determines from the desired longitudinal offset and / or the desired transverse offset a desired acceleration or a desired steering angle. Preferably, the platooning controller and the vehicle controller may also be combined. Preferably, the control arrangement further comprises a drive unit and / or a brake unit, which converts the desired longitudinal offset or the desired acceleration and / or the desired lateral offset (steering braking) controlled by the vehicle control and a steering unit for the automated setting of the desired Steering angle for converting the desired transverse offset.

• 1 eine schematische Ansicht eines Platoons;
• 2a, b eine erste Darstellung von Windbedingungen beim Platooning;
• 3 eine zweite Darstellung von Windbedingungen beim Platooning;
• 4 eine beispielhafte Positionierung von Fahrzeugen in einem Platoon;
• 5 ein Flussdiagramm des erfindungsgemäßen Verfahrens.

The invention will be explained in more detail below with reference to the accompanying drawings. Show it:

• 1 a schematic view of a platoon;
• 2a, b a first presentation of wind conditions during platooning;
• 3 a second presentation of wind conditions during platooning;
• 4 an exemplary positioning of vehicles in a platoon;
• 5 a flow chart of the method according to the invention.

In the 1 are schematically any two vehicles Fi , with i = 1, 2, represented in a platoon 100 or a convoy, being a first vehicle F1 a first position P1 and a second vehicle F2 a second position P2 in the platoon 100 is assigned. It can also be a number A of more than two vehicles Fi , i = 1, ..., A in the platoon 100 with respective positions Pk , k = 1, ..., A be provided. Furthermore, there is a lane 200 with a track width SB shown, being with the track width SB the maximum usable area of the lane 200 is meant, for example, the area between lane markings of the lane 200 taking into account bulges on the vehicle Fi For example, protruding mirrors.

Each of the vehicles Fi can be a control arrangement 1 have, which makes it possible, the respective vehicle Fi within the platoon 100 coordinated to steer, that is, to coordinate the movement so that one on at least one of the vehicles Fi acting flow resistance or air resistance Lui , i = 1, ..., A (S. 2a . 2 B . 3 ) and thus also reduces fuel consumption. The air resistance Lui This indicates the resistance that is in a vehicle environment U around the respective vehicle Fi air present to the respective vehicle Fi Opposing, the direction of the air resistance Lui causing airflow in each case by an arrow in the 2a . 2 B . 3 is indicated. For the sake of clarity, the components of the control arrangement 1 only for the second vehicle F2 shown.

A current offset of the two vehicles Fi to each other in a y-direction is by an actual transverse offset D_Ist_y specified. A current offset of the vehicles Fi to each other in an x-direction is determined by an actual longitudinal offset D_Ist_x indicated, according to this embodiment, the actual lateral offset D_Ist_y and the actual longitudinal offset D_Ist_x in relation to the first vehicle F1 in the first position P1 be specified. Ie. The coordinate system used is a vehicle-fixed Cartesian coordinate system whose origin is, for example, at a front side of the first vehicle F1 lies and how in 1 is aligned. The origin can also be vehicle-proof in the second vehicle F2 lie. The actual lateral offset D_Ist_y can continue also starting from the central axes of the two vehicles Fi be specified.

As part of the control arrangement 1 is in every vehicle Fi a platooning controller 20 provided, which is formed, the respective vehicle Fi within the platoon 100 to coordinate by a desired longitudinal offset D_Soll_x and a desired transverse offset D_Soll_y to the or each other vehicles Fi in the platoon 100 is determined. The platooning controller 20 may in particular on environmental data S4 resorted to by means of a communication system 30 in the vehicle Fi from a vehicle environment U be received, but also on status data S5 in each vehicle Fi be determined by yourself.

The communication system 30 serves the wireless transmission of data between the vehicles Fi that z. B. the platoon 100 belong, and / or between vehicles Fi and infrastructures 70 (Road signs, traffic control system, etc.), ie it is a wireless communication via a V2V (vehicle-to-vehicle) or a V2I (vehicle-to-infrastructure) connection ensures, for example via WLAN, Bluetooth, DSRC, GSM, UMTS, etc ..

This includes the environment data S4 for example, current information about the other vehicles Fi in the platoon 100 , in particular current speeds, accelerations, upcoming braking maneuvers, etc. but also vehicle characteristics of the individual vehicles Fi in the platoon 100 , eg maximum speeds or maximum accelerations or delays, and upcoming traffic conditions, eg speed limits, construction sites, accidents, etc. In addition, also aerodynamic properties AE the other vehicles Fi be included. As aerodynamic properties AE Here, for example, a vehicle height HFi , a vehicle length LFI and a vehicle width BFi , the presence as well as the attitude of air handling systems LLS , Spoilern particular, and a characteristic of a vehicle body of the vehicle, such as a geometry of the vehicle body or the nature of the vehicle body, are taken into account.

Due to the data exchange between the vehicles Fi a platoon 100 and / or the infrastructure facilities 70 can from the platooning controller 20 a lower desired longitudinal offset D_Soll_x between the vehicles Fi to which the actual longitudinal offset D_Ist_x is to be set, as usual, since minimum distances due to the coordination between the vehicles Fi and / or the infrastructure facilities 70 can be chosen lower. Thus, also the air resistance Lui on individual vehicles Fi in the platoon 100 be reduced more than uncoordinated successive vehicles.

The status data S5 to which the platooning controller 20 can be obtained in particular by means of a sensor or sensors. For this example, sensors for determining an actual yaw rate Glst, z. B. yaw rate sensors 11a , be provided. Furthermore, the sensors can distance sensors 11b , such as radar sensors or ultrasonic sensors, in order to determine the currently present actual longitudinal offset D_Ist_x as well as the actual transverse offset D_Ist_y to enable. Furthermore, for example, cameras 11c for detecting lanes 200 or for deriving the usable track width SB be provided.

Furthermore, air flow sensors 11d be provided for detecting a wind-Wirkgröße, the wind effect size wind conditions one on the respective vehicle Fi acting wind, ie in the vehicle environment U moving air, characterized. The on the respective vehicle Fi acting wind is here an apparent wind W1 according to 2a and 2 B from a wind W2 and a true wind W3 composed by vector addition. The wind W2 , which is parallel to the x-direction or to the direction of movement of the vehicle Fi runs and depends on a vehicle speed vFzg is, therefore becomes a second vector V2 and the true wind W3 that corresponds to the meteorological wind, a third vector V3 assigned. An apparent wind W1 associated first vector V1 then follows from a vector addition of the second and the third vector V2 . V3 , The length and direction of the vectors V1 . V2 . V3 is due to the speed (wind force) or the direction of the respective wind W1 . W2 . W3 established.

As a wind effect size can thus, for example, a wind direction WR and / or a wind speed vW indicate the direction or speed of the apparent wind W1 that is actually on the particular vehicle Fi works, fixed. With the airflow sensors 11d can exactly these wind effect sizes vW . WR of the apparent wind W1 be determined. The on the respective vehicle Fi acting air resistance Lui is in this case dependent, in particular, on these wind forces vW . WR ,

Alternatively, the wind effect sizes vW . WR also from the actual yaw rate Gist and a current actual steering angle LWIst that has a steering angle sensor 8th is measured, determined by a due to the current actual steering angle LWIst expected yaw rate gp with the actual actual yaw rate Gist is compared. A yaw rate difference dG ie a difference between the two yaw rates Gist . gp , is by the wind direction WR as well as the wind speed vW of the true wind W1 influenced, so that about a calibration from the yaw rate difference dG the wind direction WR as well as the wind speed vW follows. In headwind or tailwind (true wind W1 ), ie parallel to the x-direction, is therefore a yaw rate difference dG from zero and in crosswind (real wind W1 ), ie parallel to the y-direction, a yaw rate difference dG to expect greater than zero, since the driver counteracts the crosswind by countersteering. In crosswind, the actual yaw rate is Gist do not change by the pure counter-steering, the expected yaw rate gp However, due to the countersteer depending on the wind direction WR get bigger or smaller. Other effects may be considered, including a change in yaw rate difference dG However, they can not be attributed to the prevailing wind conditions, for example an inclined roadway. These further effects can be detected, for example, via the stability system (ESC) and calculated out accordingly.

The determination of wind forces vW . WR about the yaw rate difference dG and about the airflow sensors 11d can continue to be plausible against each other.

Depending on at least one of these status data S5 , in particular depending on the wind effect sizes vW . WR , can the platooning controller 20 a desired transverse offset D_Soll_y for the respective vehicle Fi relative to the vehicle in front Fi set to the on the vehicles Fi in the platoon 100 acting air resistance Lui to optimize. It is also possible to use the specified nominal longitudinal offset D_Soll_x or the current actual longitudinal offset D_Ist_x be considered, ie how strong are two vehicles Fi approach each other, since thereby the effective area in particular of the true wind W2 on the following vehicle Fi can change slightly.

In principle, even a desired longitudinal offset can already D_Soll_x and / or a desired transverse offset D_Soll_y between the vehicles Fi as environmental data S4 over the communication system 30 be transferred, ie another vehicle Fi in the platoon 100 determines how, for example, the preceding vehicle first F1 opposite the following second vehicle F2 (or turned over) has to align, in particular with respect to the desired transverse offset D_Soll_y , This can be useful, for example, if the second (or the other) vehicle F2 modified or other wind effect sizes vW . WR be established, which is a change in the actual transverse offset D_Ist_y by controlling the first vehicle F1 and taking advantage of the full track width SB necessary to continue to save fuel. Furthermore, in the case of defective or non-existent sensors, ie missing information about the wind action variables vW . WR , the specification of a nominal transverse offset D_Soll_y from another vehicle Fi out. In addition, by voting on several vehicles Fi also an optimal utilization of the track width SB be achieved, especially if there are more than two vehicles Fi in a platoon 100 are located, ie at A> 2.

The platooning controller 20 in the corresponding vehicle Fi In this case, it merely routes the data via the communication system 30 from another vehicle Fi received desired longitudinal offset D_Soll_x and / or the received target transverse offset D_Soll_y for implementation in your own vehicle Fi continue or give due to the wind effect sizes vW . WR determined desired longitudinal offset D_Soll_x and / or the desired transverse offset D_Soll_y to the communication system 30 So this one is an instruction to change the orientation to another vehicle Fi in the platoon 100 can pass on. For easier implementation of a nominal transverse offset D_Soll_y by a preceding vehicle Fi to a following vehicle Fi for example, a track distance SA in one or both directions, the track distance SA the distance of the respective vehicle Fi to the laterally maximum usable area of the traffic lane 200 that's about the track width SB is determined, indicating and automatically to the predetermined target lateral offset D_Soll_y leads.

The control arrangement 1 in the respective vehicle Fi according to the embodiment in 1 following components that make it possible the particular vehicle Fi based on the environmental data S4 and the state data S5 coordinated by the platooning controller 20 within the platoon 100 to control:

A drive unit 2 comprising a drive control device 3 for driving an engine and / or a transmission of the respective vehicle Fi wherein the engine and / or the transmission in response to one of the drive control device 3 predetermined target acceleration aSoll for a positive acceleration of the vehicle Fi or for a negative acceleration (engine braking) can be controlled.

A brake unit 4 that is a brake control device 5 for controlling brakes of the respective vehicle Fi , For example, service brakes, to a predetermined negative target acceleration aSoll to implement.

A steering unit 6 has a steering angle sensor 8th for measuring the currently set actual steering angle LWIst and a steering actuator 9 for setting an automatically predetermined target steering angle LWSoll on. The actual steering angle LWIst that of the steering angle sensor 8th is detected and output, a steering control device 7 be handed over and the target steering angle LWSoll can from the steering control device 7 to the steering actuator 9 be issued, for example, to cause an automatically predetermined steering.

In the illustrated embodiment, each of said units is 2 . 4 . 6 as well as the sensors 11a ... 11d, the platooning controller 20 and the communication system 30 with a central vehicle control 18 connected signal-conducting, so that the vehicle control 18 the environmental data S4 as well as the status data S5 can process and / or forward as actual variables. The platooning controller 20 and the vehicle control 18 can also be summarized, for example as part of a software extension. The vehicle control 18 can also be combined with a conventional distance control system, extended to the possibility of also a steering effect, to the desired lateral offset D_Soll_y adjust.

Depending on the environment data S4 as well as the status data S5 determined or specified tax data S3 , which are used as nominal quantities for the coordinated control of the respective vehicle Fi in the platoon 100 can serve, subsequently from the vehicle control 18 to the appropriate unit 2 . 4 . 6 be issued, so that these their arrangements based on the tax data S3 can perform accordingly to implement the desired sizes. The vehicle control 18 thus serves as a central hub for receiving and distributing the individual quantities detected. In detail, this can be done, for example, as follows:

The platooning controller 20 gets from the vehicle control 18 the environmental data S4 as well as the status data S5 in the manner described above. The platooning controller 20 determined from the environment data S4 as well as the status data S5 the desired longitudinal offset D_Soll_x and the desired lateral offset D_Soll_y with which the respective vehicle Fi his aerodynamic drag Lui and / or air resistance Lui another vehicle Fi and / or a total air resistance GLU of the platoon 100 reduced. The total drag GLU this results from the sum of the individual air resistances Lui , This takes into account, in particular, how at least two vehicles Fi in the platoon 100 have to align each other optimally so that the vehicle ahead Fi acting wind with a component in the y-direction at least partially shaded and therefore less on the subsequent vehicle Fi acts. It can continue on the track width SB be considered how far a vehicle Fi can dodge sideways, without ignoring the adjacent lane 200 to reach or affect the surrounding traffic.

The nominal transverse offset D_Soll_y and / or the desired longitudinal offset D_Soll_x can do so depending on the wind effect size vW . WR be determined for example via a calibration. That is, the corresponding determined Wind Wirkgrößen vW . WR , especially the wind direction WR , a nominal transverse offset is generated via a characteristic curve or a characteristic field D_Soll_y and / or the desired longitudinal offset D_Soll_x assigned. The calibration can be done here continue to take into account sizes associated with the wind W1 . W2 . W3 related, for example, the specified desired longitudinal offset D_Soll_x or the actual longitudinal offset D_Ist_x as well as aerodynamic properties AE of the respective vehicle Fi , As aerodynamic properties AE Here, for example, the vehicle height HFi , the vehicle length LFI and the vehicle width BFi , the presence and attitude of air handling systems LLS , For example spoilers, and a characteristic of a vehicle body of the vehicle, such as a geometry of the vehicle body or the nature of the vehicle body, are taken into account. That is, the desired offsets D_Soll_y . D_Soll_x can also be determined as to how well the respective vehicle Fi the wind W1 . W2 . W3 especially for the following vehicle Fi can shadow.

In the 2a . 2 B is an example of a platoon 100 from two vehicles Fi as well as apparent wind W1 with different wind effect sizes vW . WR shown. Ruling for both vehicles Fi Wind conditions for which the wind direction WR of the apparent wind W1 parallel to the airstream W2 , ie parallel to the x-direction, is aligned (s. 2a) , or is calm, has the lowest air resistance Lui on the vehicles Fi of the platoon 100 when the vehicles Fi with an actual transverse offset D_Ist_y move from zero to each other. This can be done by the platooning controller 20 based on the status data S5 are detected, whereupon a desired transverse offset D_Soll_y is set by zero.

Has the wind direction WR of the apparent wind W1 , like in the 2 B shown, but due to crosswind (true wind W3 ) one of the wind W2 deviating component in the y-direction, ie is the wind direction WR of the apparent wind W1 no longer aligned parallel to the x-direction, is driving the vehicles Fi with an actual transverse offset D_Ist_y from zero for air resistance Lui disadvantageous. As shown, the air flows namely between the vehicles reinforced Fi and thus increases air resistance LU2 in particular to the subsequent second vehicle F2 , where also the first vehicle F1 possibly a slightly higher air resistance LU1 experiences due to a kind of suction effect. This is disadvantageous in conventional prior art methods in which the actual lateral offset D_Ist_y directed only to the manual specification of the driver, resulting in non-optimal driving situations according to 2 B can lead.

A slightly offset driving according to the inventive method, as in 3 is shown in crosswind conditions for air resistance Lui for both the first vehicle F1 in the first position P1 as well as for the subsequent second vehicle F2 in the second position P2 more advantageous. The air flows as shown less between the vehicles Fi as compared to the driving situation in 2 B in which the vehicles Fi with an actual transverse offset D_Ist_y drive from zero, so one to 2 B reduced air resistance Lui is present and thus also the total air resistance GLU = LU1 + LU2 decreases.

For a further optimization of air resistance Lui . GLU can about the environment data S4 also a specification of the positions Pk the respective vehicle Fi in the platoon 100 take place, the position Pk of every vehicle Fi in the platoon 100 for example, based on the aerodynamic properties AE of the respective vehicle Fi is determined.

The according to this system in the Platooning control device 20 determined nominal transverse offset D_Soll_y and the desired longitudinal offset D_Soll_x and possibly also the resulting track distance SA be to the vehicle control 18 from which a vehicle target acceleration aSoll and a desired steering angle LWSoll taking into account the current actual longitudinal offset D_Ist_x or actual transverse offset D_Ist_y , the actual steering angle LWIst and limits. These are called tax data S3 to the respective unit 2 . 4 . 6 so that this is for an implementation of the control data S3 or adjusting the desired transverse offset D_Soll_y and the desired longitudinal offset D_Soll_x can provide. May be due to the track width SB a desired transverse offset D_Soll_y can not be adjusted, the or the respective preceding vehicles Fi over the communication system 30 also eg in the form of the track distance SA be notified that this (s) by engaging the steering in the appropriate direction within the lane width SB evade or evade.

To optimize the air resistance Lui or the total air resistance GLU a platoon 100 with preferably more than three vehicles Fi , ie A> 3, it may be necessary that the desired transverse offsets D_Soll_y between the individual vehicles Fi be chosen as in the 4 shown. In the 4 is an example of a platoon 100 with five vehicles Fi shown.

As shown, use the first vehicle F1 with the first position P1 and the third vehicle F3 with the third position P3 the maximum usable track width SB out, leaving another y-directional offset for the fourth vehicle F4 in the fourth position P4 not possible. Therefore, the fourth vehicle F4 in the fourth position P4 from the platooning controller 20 a desired transverse offset D_Soll_y from zero to the first vehicle F1 in the first position P1 or a corresponding large desired transverse offset D_Soll_y to the third vehicle F3 in the third position P3 assigned. This will be the fourth vehicle F4 by analyzing the track width SB and the prevailing wind conditions of the apparent wind W1 given that this is the lane 200 to fully exploit to the right side, although thereby the air resistance LU4 of the fourth vehicle F4 in the fourth position P4 is increased compared to a desired lateral offset D_Soll_y from zero to the third vehicle F3 in the third position P3 , This serves to minimize the total drag GLU of the entire platoon 100 , as this is the fifth vehicle F5 in the fifth position P5 again an offset in the y-direction to the fourth vehicle F4 in the fourth position P4 can have. The reduction of air resistance LU5 of the fifth vehicle F5 is therefore greater than the reduction in air resistance LU4 . LU5 of the fourth and fifth vehicles F4 . F5 if they each have a nominal transverse offset D_Soll_y from zero to the third vehicle F3 would move. The total drag GLU of the platoon 100 is thus minimized, being for the fourth vehicle F4 in the fourth position P4 is not optimized.

The requirement for such an arrangement of vehicles Fi This can be done centrally depending on the wind conditions of the apparent wind W1 done by the desired transverse offsets D_Soll_y for example, depending on the number A on vehicles Fi in the platoon 100 as well as the track width SB determined centrally and as environmental data S4 over the communication system 30 in the individual vehicles Fi be received and implemented. Or any vehicle Fi determines the nominal transverse offset D_Soll_y yourself, taking into account that the track width SB is exceeded, the other side of the lane 200 is driven or a corresponding specification to the or the preceding vehicles Fi is output, the respective actual lateral offset D_Ist_x adapt and / or if possible the lane 200 fully exploit.

In the 5 are exemplary process steps st0 to St5 for arranging or coordinating vehicles according to the invention Fi in a platoon 100 shown. In an initial process step st0 For example, the method is started by a vehicle Fi a platoon 100 connected, ie a platooning mode has been activated.

In the first process step St1 become the wind conditions of the apparent wind W1 characterizing wind efficiencies vW . WR over the actual steering angle LWIst and the actual yaw rate Gist or the yaw rate difference dG , which is the difference between the actual yaw rate Glst and expected yaw rate gp results for at least one of the vehicles Fi of the platoon 100 and / or through the airflow sensors 11d at one of the vehicles Fi of the platoon 100 determined. The first step St1 determined wind effect sizes vW . WR be in a second step St 2 for determining the desired transverse offset D_Soll_y and / or the desired longitudinal offset D_Soll_x used between two vehicles Fi of the platoon 100 adjust is to aerodynamic drag Lui the individual vehicles Fi in the platoon 100 and / or the total air resistance GLU of all vehicles Fi in view of the prevailing wind conditions of the apparent wind W1 to optimize.

Here, as already described in a third step St3 also the nominal longitudinal offset D_Soll_x that is due to environmental data S4 yields, and / or the current actual longitudinal offset D_Ist_x and / or the track width SB and / or the aerodynamic properties AE and / or the number A of the vehicles Fi in the platoon 100 are used to the desired transverse offset D_Soll_y to investigate. The determination of the nominal transverse offset D_Soll_y can in each vehicle Fi take place on its own or be carried out centrally and then for implementation to the respective vehicle Fi be transmitted.

In a fourth step St 4 the control of the drive unit takes place 2 or the brake unit 4 of the vehicle concerned Fi in the platoon 100 with a target acceleration aSoll to the actual longitudinal offset D_Ist_x to the desired longitudinal offset D_Soll_x adapt.

In a fifth step St5 the control of the steering unit takes place 6 of the vehicle concerned Fi in the platoon 100 with the desired steering angle LWSoll for adjusting the actual lateral offset D_Ist_y to the desired transverse offset D_Soll_y ,

The procedure jumps back to the first step St1 as long as the vehicle Fi in Platooning mode.

LIST OF REFERENCE NUMBERS

1

control arrangement

2

drive unit

3

Drive controller

4

brake unit

5

Brake control device

6

steering unit

7

Steering control means

8th

Steering angle sensor

9

Steering-actuator

11a

Yaw rate sensor

11b

distance sensors

11c

cameras

11d

Air flow sensors

18

vehicle control

20

Platooning controller

30

communication system

70

infrastructure

100

Platoon / Convoy

200

lane

A

number

aSoll

Target acceleration

AE

aerodynamic properties

BFi

vehicle width

dG

Yaw rate difference

D_Ist_x

Actual longitudinal displacement

D_Ist_y

Actual lateral offset

D_Soll_x

Target longitudinal offset

D_Soll_y

Target lateral offset

Fi

Vehicle, i = 1, 2, 3, ...

Gist

Actual yaw rate

gp

expected yaw rate

GLU

Total air resistance

HFi

vehicle height

LFI

vehicle length

LLS

air Circulation System

Lui

Air resistance, i = 1, 2, 3, ...

LWIst

Actual steering angle

LWSoll

Target steering angle

Pk

Position k, k = 1, 2, 3, ...

S3

control data

S4

Environmental data

S5

state data

SA

Track pitch

SB

gauge

U

vehicle environment

V1

first vector, wind W1 associated

V2

second vector, wind W2 associated

V3

third vector, wind W3 associated

vFzg

vehicle speed

W1

apparent wind

W2

wind

W3

true wind

W

Wind effect size

WR

wind direction

vW

wind speed

St1, St2, St3, St4, St5

steps

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 2016/0054735 A1 [0004]
• DE 102010013647 B4 [0006]

Claims (20)

Method for arranging vehicles (Fi), in particular commercial vehicles (Fi), in a platoon (100) by determining desired longitudinal offsets (D_Soll_x) and / or desired transverse offsets (D_Soll_y) between the individual vehicles (Fi), wherein at least one wind action variable (WR, vW) is determined, wherein the wind action variable (WR, vW) characterizes how, in a vehicle environment (U) prevailing wind (W1, W2, W3) on at least one of the vehicles (Fi) of the Platoon (100), and - The desired transverse offset (D_Soll_y) and / or the desired longitudinal offset (D_Soll_x) for the respective vehicle (Fi) of the platoons (100) depending on the wind-effective variable (WR, vW) are set such that at least one of the vehicles (Fi) of the platoons (100) reduces air resistance (LUi) under the prevailing wind (W1, W2, W3). Method according to Claim 1 characterized in that the wind action quantity (vW, WR) characterizes an apparent wind (W1) consisting of a prevailing vehicle speed dependent (vFzg) wind (W2) for at least one of the vehicles (Fi) and one in the vehicle environment (U ), or the wind effect quantity (vW, WR) only characterizes the true wind (W3) prevailing in the vehicle environment (U). Method according to Claim 1 or 2 , characterized in that a wind speed (vW) and / or a wind direction (WR) characterizing the respective wind (W1, W2, W3) with which the respective wind (W1, W2, W3) on the respective vehicle (Fi) acts. Method according to Claim 3 Characterized in that the wind speed (VW) and / or the wind direction (WR) based on an actual steering angle (List) and an actual yaw rate (GIST) in at least one of the vehicles (Fi) of the platoon (100) are determined. Method according to Claim 4 , characterized in that from the actual steering angle (List) an expected yaw rate (Gp) is determined and from a yaw rate difference (dG) between the expected yaw rate (Gp) and the actual yaw rate (GIst) on the wind speed (vW ) and / or the wind direction (WR) is closed back. Method according to one of Claims 3 to 5 , characterized in that the wind speed (vW) and / or the wind direction (WR) via air flow sensors (11d) on one of the vehicles (Fi) of the Platoons (100) are determined. Method according to one of Claims 4 to 6 , characterized in that the wind speed (vW) and / or the wind direction (WR) determined via the airflow sensors (11d) are determined by the wind speed (vW) and / or the actual yaw rate (GIst) determined from the actual steering angle (List) and / or or wind direction (WR) is made plausible. Method according to one of the preceding claims, characterized in that the wind action variables (WR, vW) are determined individually for each vehicle (Fi) of the platoons (100). Method according to one of the preceding claims, characterized in that the desired transverse offset (D_Soll_y) between the respective vehicles (Fi) is additionally determined as a function of a track width (SB). Method according to one of the preceding claims, characterized in that the desired transverse offset (D_Soll_y) between the respective vehicles (Fi) in addition depending on a currently present actual longitudinal offset (D_Ist_x) and / or depending on the desired longitudinal offset (D_Soll_x) between the respective vehicles (Fi) is determined and / or the desired longitudinal offset (D_Soll_x) between the respective vehicles (Fi) additionally in dependence on the desired transverse offset (D_Soll_y) is determined. Method according to one of the preceding claims, characterized in that the desired transverse offset (D_Soll_y) and / or the Sol longitudinal offset (D_Soll_x) between the vehicles (Fi) depending on the wind conditions (W) is determined such that a total air resistance (GLU) for the entire platoon (100) is minimized, whereby the total air resistance (GLU) results from a sum of the air forces (LUi) acting on the individual vehicles (Fi). Method according to one of the preceding claims, characterized in that the desired transverse offset (D_Soll_y) between the vehicles (Fi) is determined as a function of a number (A) of vehicles (Fi) in the platoon (100). Method according to one of the preceding claims, characterized in that the desired transverse offset (D_Soll_y) and / or the longitudinal transverse offset (D_Soll_x) and / or a position (Pk) of the vehicles (100) in the platoon (100) in dependence on aerodynamic Properties (AE) of the respective vehicle (Fi) are determined, wherein the aerodynamic properties (AE) comprise at least one property selected from the group consisting of: a vehicle height (HFi), a vehicle length (LFi), a vehicle width (BFi), the Presence of air handling systems (LLS), For example, spoilers, and a characteristic of a vehicle body of the respective vehicle (Fi). Method according to one of the preceding claims, characterized in that the predetermined desired transverse offset (D_Soll_y) via a steering unit (6) and / or a brake unit (4) in the respective vehicle (Fi) is set automatically and / or the specified desired longitudinal offset (D_Soll_x) via a drive unit (2) and / or the brake unit (4) in the respective vehicle (Fi) is set automatically. Method according to one of the preceding claims, characterized in that the desired transverse offset (D_Soll_y) and / or the desired longitudinal offset (D_Soll_x) between two vehicles (Fi) in the respectively subsequent one of the two vehicles (Fi) is determined. Method according to one of Claims 1 to 14 , characterized in that the desired lateral offset (D_Soll_y) and / or the desired longitudinal offset (D_Soll_x) between two vehicles (Fi) in any vehicle (Fi) of the Platoons (100) is determined centrally and determined desired transverse offsets (D_Soll_y ) and / or desired longitudinal offsets (D_Soll_x) via a communication system (30) between the vehicles (Fi) are transmitted. Control arrangement (1) for a vehicle (100), in particular commercial vehicle (100), for implementing a method according to one of the preceding claims, comprising at least: a sensor system (8, 11a, 11d) for detecting at least one wind action variable (WR, vW), the wind action variable (WR, vW) characterizing how in a vehicle environment (U) prevailing wind (W1, W2, W3 ) acts on at least one of the vehicles (Fi) of a platoon (100), and - A platooning control device (20) for determining the desired longitudinal offset (D_Soll_x) and / or the desired transverse offset (D_Soll_y) as a function of the detected wind effective variable (WR, vW). Control arrangement (1) according to Claim 17 , characterized in that the control arrangement (1) further comprises: - a drive unit (2) and / or a brake unit (4) for setting a desired acceleration (a desired) as a function of the determined desired longitudinal offset (D_Soll_x) and / or Target transverse offset (D_Soll_y), and - a steering unit (6) for the automated setting of a desired steering angle (LWSoll) as a function of the determined desired transverse offset (D_Soll_y). Control arrangement (1) according to Claim 18 , characterized in that the target acceleration (aSoll) and the target steering angle (LWSoll) in a vehicle controller (18) depending on the determined desired longitudinal offset (D_Soll_x) or the desired transverse offset (D_Soll_y) can be determined. Vehicle (Fi), in particular commercial vehicle (Fi), with a control arrangement (1) according to one of Claims 17 to 19 suitable for carrying out the method according to one of Claims 1 to 16 ,

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